EP2944778B1 - Kontrollverfahren der umweltschädlichen emissionen eines verbrennungsmotors - Google Patents

Kontrollverfahren der umweltschädlichen emissionen eines verbrennungsmotors Download PDF

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EP2944778B1
EP2944778B1 EP15163843.4A EP15163843A EP2944778B1 EP 2944778 B1 EP2944778 B1 EP 2944778B1 EP 15163843 A EP15163843 A EP 15163843A EP 2944778 B1 EP2944778 B1 EP 2944778B1
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Prior art keywords
reaction
reducing agent
efficiency
nitrogen oxides
nox
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French (fr)
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EP2944778A1 (de
Inventor
Dara Suy
Vincent Dubois
Patrice Maréchal
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1621—Catalyst conversion efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1622—Catalyst reducing agent absorption capacity or consumption amount
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for controlling polluting emissions of an internal combustion engine.
  • the selective catalytic reduction systems In a context of pollution control of the exhaust gas of a heat engine, the selective catalytic reduction systems, also known as SCR systems, aim to reduce the nitrogen oxides (NOx) contained in the exhaust gas.
  • the SCR systems use a chemical reaction between the nitrogen oxides and a reducing agent conventionally taking the form of ammonia.
  • the injection of the ammonia into the gas exhaust line is generally carried out in a manner known per se. through another chemical species (a precursor), such as urea which decomposes to ammonia and carbon dioxide under the effect of heat.
  • a probe for measuring nitrogen oxides placed downstream of the catalyst makes it possible to correct the amounts of reducing agent to be injected, while seeking the best compromise between the efficiency of the system and the desorption of the reducing agent.
  • the amounts of reducing agent are continuously calculated as a function of the amount of NOx at the outlet of the engine, and of the estimated efficiency of the SCR catalyst.
  • the amounts of reducing agent to be injected are related to the estimation of the effectiveness of the SCR catalyst. If this efficiency is underestimated, insufficient reducing agent is injected so that the full conversion potential of the system is not exploited. If this efficiency is overestimated, too much reducing agent is injected, which can lead to desorption of ammonia.
  • the known techniques for estimating the efficiency of the system are based on a modeling of an efficiency of a reaction between nitrogen oxides present in the exhaust gas and a quantity of reducing agent previously stored in the catalyst. If the inaccuracy associated with such an estimate makes it possible to comply with current pollution control standards, it does not make it possible to meet future standards that are more stringent. It is therefore necessary to reduce the inaccuracy caused by the known estimation techniques.
  • the aim of the invention is to respond effectively to this need by proposing a method of controlling a catalytic selective reduction system providing a treatment of the nitrogen oxides present in an exhaust line of an internal combustion engine, said system comprising means for introducing into said exhaust line a reducing agent upstream of a nitrogen oxide reduction catalyst, characterized in that said method comprises a step of estimating an efficiency, called total efficiency, of the system from a modeling of the efficiency of a first reaction, called efficiency due to the injection, between a quantity of newly injected reducing agent and nitrogen oxides present upstream of said catalyst as well as a modeling an efficiency of a second reaction, called efficiency due to loading, between the remaining nitrogen oxides after the first reaction and a quantity of reducing agent stored in said catalyst.
  • the invention thus makes it possible to improve the accuracy of the estimation of the conversion efficiency by taking into account the efficiency of the reaction occurring at the inlet of the catalyst with the newly injected reducing agent.
  • the maximum achievable total efficiency being higher than the maximum efficiency determined by the method according to the state of the art, the invention makes it possible to substantially reduce the carbon dioxide emissions.
  • the invention does not require an organic modification of the SCR system but only a software adaptation of the engine ECU of the vehicle, which limits its cost of implementation.
  • the injection efficiency modeling is proportional to a ratio between a quantity of injected reducing agent and an amount of optimum reducing agent corresponding to a stoichiometric amount.
  • the modeling of the efficiency of the two reactions depends on a reduction agent loading and on environmental conditions consisting in particular of a catalyst temperature, a ratio between a quantity of nitrogen dioxide and a total amount of nitrogen oxides contained in the exhaust gas upstream of the catalyst, an hourly volume velocity of the exhaust gas and an aging of the selective catalytic reduction system.
  • the reducing agent takes the form of ammonia.
  • the subject of the invention is also an engine calculator comprising a program memory storing software instructions whose execution makes it possible to implement the method described above.
  • the figure 1 is a schematic representation of an exhaust line of an internal combustion engine incorporating an SCR type system
  • the figure 2 is a schematic representation of the modeling of the efficiency of the SCR system according to the present invention.
  • the figure 1 represents an exhaust line 1 of a heat engine on which is implanted a diesel oxidation catalyst 3 (DOC) whose primary role is to convert carbon monoxide, and unburned or partially burned hydrocarbon gas fraction, in carbon dioxide, in the combustion chambers of the engine.
  • DOC diesel oxidation catalyst 3
  • a temperature sensor 4 for estimating the temperature of the exhaust gas upstream of a selective selective reduction system 5, said SCR system.
  • This SCR system 5 consists essentially of an injector 6, connected to a source of precursor reducing agent, not shown, and a catalyst 7.
  • the injector 6 is preferably associated with a system 8 for decomposing and mixing the reducing agent interposed between DOC catalyst 3 and catalyst 5.
  • the injector 6 may be provided with a heating member taking for example preferably the form of a resistor or induction heating coil.
  • a heating member taking for example preferably the form of a resistor or induction heating coil.
  • the system 8 may take for example the form of the system described in the document FR0954199 having internal walls spiraling to increase the distance traveled by the exhaust gas between the injection point and the catalyst 5. This facilitates the mixing with the exhaust gas and the evaporation of the droplets of the reducing agent solution.
  • the system 8 based on another technology may have another configuration. The choice of the configuration of the system 8 depends on the intended application.
  • the precursor reducing agent solution injected into the exhaust line 1 at the level of the system 8 is preferably constituted of urea solubilized in water.
  • Urea may take for example one of its common forms listed in the document EP0975417 .
  • the catalyst 7 may consist of a zeolite deposited on a ceramic support, for example of the cordierite type.
  • a zeolite-based catalyst NO 2 conversion reaction to NO 2 is very little promoted.
  • other catalysts, containing platinum or palladium this conversion will be more favored.
  • a NOx sensor referenced 11 is further provided to ensure that the vehicle emissions are always below an emission standard in force.
  • the new ammonia (NH3) injections will first react with the nitrogen oxides (NOx) at the inlet of the SCR catalyst 5.
  • the first reaction is therefore rapid and uses the newly injected ammonia to convert the oxides.
  • input nitrogen from the SCR system referenced NOx1Us.
  • the remaining nitrogen oxides at the outlet of the block 100 are referenced NOx1Ds.
  • the modeling of the efficiency of this first reaction is proportional to the quantity of ammonia injected. Indeed, if the amount of ammonia is injected into the stoichiometry, the full effectiveness of Effinj of the first reaction is obtained. On the other hand, if one injects only half of the stoichiometry of ammonia, one obtains half of the possible effectiveness of the first reaction.
  • Efflnj efficiency modeling is dependent on ammonia loading mNH3 during this first reaction, and environmental conditions that are the temperature of the catalyst temp during the first reaction, the ratio rNO2NOx between the amount of dioxide of nitrogen and the total amount of nitrogen oxides of the catalyst inlet gases 7 during the first reaction, the hourly volume velocity vvh of the exhaust gases during the first reaction, and the aging V of the system SCR.
  • the efficiency of the first reaction is thus modeled according to the formula: ## STR5 ## optimal corresponding to a stoichiometric amount.
  • effld efficiency an efficiency of a second reaction, called effld efficiency (see block 101), is modeled between the remaining nitrogen oxides after the first NOx1Ds reaction and a quantity of ammonia stored in the catalyst 7. In fact, the ammonia not used during the first reaction will then be stored in the catalyst 7 with the residual ammonia of the previous reactions.
  • NOx1Ds nitrogen oxides remaining after the first reaction thus become the nitrogen oxides at the inlet of the second reaction referenced NOx2Us.
  • the remaining nitrogen oxides after this second reaction are referenced NOx2Ds.
  • the EffLd effectiveness model is dependent on the ammonia loading mNH3 'during the second reaction, and the environmental conditions that are the temperature of the catalyst temp' during the second reaction, the ratio rNO2NOx 'between the amount of nitrogen dioxide and the total amount of nitrogen oxides of the catalyst 7 inlet gases during the second reaction, the hourly volume velocity vvh' of the exhaust gases during the second reaction; the second reaction, and aging V 'of the SCR system.
  • Efficacies Effinj, EffLd were identified as first-order dependent on the loading mNH3, mNH3 ', the temperature of the catalyst temp, temp', the ratios rNO2NOx, rNO2NOx ', the hourly volume velocity vvh, vvh', and the aging V, V 'of the SCR system 5. It would however be possible to correct the efficiencies by second order parameters.
  • the invention also relates to the engine computer referenced 13 on the figure 1 comprising a program memory 14 storing software instructions whose execution allows the implementation of the previously described method.
  • the computer 13 can thus provide an estimate of the total EffTot efficiency as a function of the signals received from the various sensors of the system 5, in particular the sensors 4 and 11, according to the aforementioned relation.
  • the computer 13 can then control injections of reducing agent in the exhaust line 1 by the system 5 based on the modeling of this total EffTot efficiency.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Claims (7)

  1. Verfahren zur Kontrolle eines Systems (5) zur selektiven katalytischen Reduktion, das eine Behandlung der Stickstoffoxide (NOx), die in einer Auspuffleitung (1) eines Verbrennungsmotors vorhanden sind, sicherstellt, wobei das System Mittel (6, 8) umfasst, um in die Auspuffleitung (1) ein Reduktionsmittel stromaufwärts eines Katalysators (7) zur Reduktion der Stickstoffoxide einzuführen, dadurch gekennzeichnet, dass das Verfahren einen Schritt des Schätzens einer Effizienz, Gesamteffizienz (EffTot) genannt, des Systems (5) ausgehend von einer Modellierung (100) der Effizienz einer ersten Reaktion, einspritzungsbedingte Effizienz (EffInj) genannt, zwischen einer neu eingespritzten Reduktionsmittelmenge und Stickstoffoxiden, die stromaufwärts des Katalysators (7) vorhanden sind, sowie einer Modellierung (101) einer Effizienz einer zweiten Reaktion, ladungsbedingte Effizienz (EffLd) zwischen den Stickstoffoxiden, die nach der ersten Reaktion verbleiben, und einer in dem Katalysator (7) gespeicherten Reduktionsmittelmenge umfasst.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Modellierung der einspritzungsbedingten Effizienz (EffInj) zu einem Verhältnis (rNh3Inj/NH3Optm) zwischen einer eingespritzten Reduktionsmittelmenge und einer optimalen Reduktionsmittelmenge, die einer stöchiometrischen Menge entspricht, proportional ist.
  3. Verfahren nach Anspruch 1 oder Anspruch 2, dadurch gekennzeichnet, dass die Modellierung der Effizienz der zwei Reaktionen von einer Ladung mit Reduktionsmittel (mNH3, mNH3') und Umgebungsbedingungen abhängt, die insbesondere aus einer Temperatur des Katalysators (temp, temp'), aus einem Verhältnis zwischen einer Stickstoffdioxidmenge und einer Gesamtmenge an Stickstoffoxiden (NO2/NOx), die in den Abgasen stromaufwärts des Katalysators enthalten sind, einer stündlichen Volumengeschwindigkeit (vvh, vvh') der Abgase und einer Alterung (V, V') des Systems (5) zur selektiven katalytischen Reduktion, bestehen.
  4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die modellierte Gesamteffizienz EffTot die folgende Beziehung zwischen den Stickstoffoxiden NOx1Us, die stromaufwärts des Katalysators vor der Reaktion vorhanden sind, die im Augenblick der Einspritzung auftritt, und den Stickstoffoxiden NOx2Ds, die nach der Reaktion, die im Inneren des Katalysators auftritt verbleiben, herstellt: NOx 2 Ds = Nox 1 US * 1 − EffTot
    Figure imgb0007
  5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die modellierte Gesamteffizienz EffTot wie folgt ausgedrückt wird: EffTot = 1 − 1 − rNH 3 Inj / NH 3 Optm . EffInj mNH 3 , temp , rNO 2 NOx , vvh , V * 1 − EffLd mNH 3 ′ , temp ′ , rNO 2 NOx ′ , vvh ′ , V ′
    Figure imgb0008
    wobei EffInj die einspritzungsbedingte Effizienz ist,
    EffLd die ladungsbedingte Effizienz ist,
    rNH3InJ/NH3Optm ein Verhältnis zwischen einer eingespritzten Reduktionsmittelmenge und einer optimalen Reduktionsmittelmenge, die einer stöchiometrischen Menge entspricht, ist,
    mNH3, mNH3' die Ladung mit Reduktionsmittel des Systems jeweils im Laufe der ersten und der zweiten Reaktion ist,
    temp, temp' die Temperatur des Katalysators jeweils im Laufe der ersten und der zweiten Reaktion ist,
    rNO2NOx, rNO2NOx' das Verhältnis zwischen einer Stickstoffdioxidmenge und einer Gesamtmenge an Stickstoffoxiden (NO2/NOx), die in den Abgasen stromaufwärts des Katalysators jeweils im Laufe der ersten und der zweiten Reaktion enthalten ist, ist,
    vvh, vvh' die stündliche Volumengeschwindigkeit der Abgase jeweils im Laufe der ersten und der zweiten Reaktion ist,
    V, V' die Alterung des Systems (5) zur selektiven katalytischen Reduktion jeweils im Laufe der ersten und der zweiten Reaktion ist.
  6. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass das Reduktionsmittel Ammoniak ist.
  7. Motorrechner (13), der einen Programmspeicher (14) umfasst, der Softwareanweisungen speichert, deren Ausführung eine Umsetzung des Verfahrens nach einem der vorhergehenden Ansprüche erlaubt.
EP15163843.4A 2014-05-13 2015-04-16 Kontrollverfahren der umweltschädlichen emissionen eines verbrennungsmotors Active EP2944778B1 (de)

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FR1454224A FR3021068B1 (fr) 2014-05-13 2014-05-13 Procede de controle des emissions polluantes d'un moteur a combustion interne

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US2614094A (en) 1946-11-14 1952-10-14 Goodrich Co B F Plasticized vinyl resin compositions and method of preparing the same
NL301029A (de) 1962-11-28
US5976475A (en) 1997-04-02 1999-11-02 Clean Diesel Technologies, Inc. Reducing NOx emissions from an engine by temperature-controlled urea injection for selective catalytic reduction
EP2181756B1 (de) * 2008-10-30 2014-12-17 Delphi International Operations Luxembourg S.à r.l. Verfahren zum Steuern eines SCR-Katalysators
FR2952673B1 (fr) * 2009-11-17 2013-08-30 Peugeot Citroen Automobiles Sa Procede de controle des emissions polluantes d'un moteur a combustion
US8991154B2 (en) * 2010-07-12 2015-03-31 Mack Trucks, Inc. Methods and systems for controlling reductant levels in an SCR catalyst
FR2972221B1 (fr) * 2011-03-02 2015-05-29 Peugeot Citroen Automobiles Sa Procede de diagnostic d'une ligne d'echappement par mesure du taux d'oxydes d'azote en aval d'un organe de reduction catalytique selective et vehicule correspondant

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